Type of seaplane



. Sept. 17. 1929. J v, MARTlN 1,728,621

TYPE OF SEAPLANE Filed Sept. 22, 1923 5 Sheets-Sheet l INVENTOR Sept. 17, 1929. J. v. MARTIN TYPE OF SEAPLANE Filed Sept. 22, 1923 5 Sheets-Sheet 2 INVEN OR Q J. V. MARTIN Sept. 17, 1929.

TYPE OF SEAPLANE 5 Sheets-Sheet 3 Filed Sept. 22, 1923 Sept. 17, 1929. J. v. MARTIN 1,728,621

TYPE OF SEAPLANE Filed Sept. 22, 1923 5 Sheets-Sheet 4 Sept. 17, 1929. v, MARTIN 1,728,621

TYPE OF SEAPLANE Filed Sept. 22, 1923 5 Sheets-Sheet 5 lTiq.E.

\ @NVENTOR Patented Sept. 17, 1929 UNITED STATES JAMES V. MARTIN, F GARDEN CITY, NEW YORK TYPE OF SEAPLANE Application filed September 22, 1923. Serial No. 664,288.

The primary object of the invention is to reduce the resistance which present type seaplanes present to propulsion in full flight;

a secondary object is to eliminate the harmful interference which certain seaplane parts produce because of their juxtaposition to the seaplanes aerofoil and a third object is to eliminate or greatly reduce certain gravity moments which prevent the rapid maneuverability of a seaplane in present design.

Among the more detailed objects of my invention are the following:

To make possible a Navy fighter having performance comparable to the latest Army types of pursuit having the wing type radiator as disclosed in my co-pending application Serial No. 652,999 filed July 21, 1923, and the retractable chassis as illustrated therein.

To amplify the collapsible, retractable type of pontoon disclosed in my oo-pending application Serial No. 376,351 filed April 24,

To provide an additional application of the form of retracting motor shown herein, but more fully disclosed in my co-pending application Serial No. 605,411, filed Dec. 7, 1922.

To provide in combination witha speed type plane, i. e. one devoid of external wing bracing, universal vision for the pilot; by universal vision is meant the ability to see in all directions without altering the course of the aeroplane.

To provide a form of internally trussed wing which is intrinsically strong independent of its attachments to other parts of the seaplane.

To provide improved means of inflating and deflating a collapsible pontoon.

The further objects of my invention will become apparent from the following detailed disclosure of a preferred form of my invention: Similar numerals refer to similar parts throughout the'several views.

Fig. 1 is a side elevation of the improved form of seaplane as adapted for flight with pontoon in retracted position.

Fig. 2 is a front elevation of the seaplane with pontoon retracted.

Fig. 3'-is a side elevation of the seaplane with the pontoon inflated and extended in alighting position and showing portions of {he inflating means located within the fuseage.

Fig. 4 is a front elevation of the seaplane showing the pontoon in extended position and Fig. 5 is a plan view of the pilots cockpit and showing the provisions for his universal vision.

Fig. 6 is a sectional view of the pontoon and so are Figs. 7 and 8. Fig. 8 shows section aft and before step of pontoon. Figs. 9 and 10 illustrate the mechanism for retracting and extending the pontoon while Fig. 11 shows the valves and scoop for inflating the pontoon.

1 is the main aerofoil or wing which sus-' tains the seaplane inflight, this is of the double convex form shown in my patent No. 7

1,400,177 issued Dec. 13th, 1921, and has the improved form of wing end 2, shown in my co-pending application Serial No. 611.311 filed April 18, 1918. 3 is a front view of the main wing spar where the wing is broken away for clearness, this spar is preferably of high grade metal and built up structure in a form similar to that shown in Fig. 2 so that the aviator may see through the spar looking down and forward. 4 is a streamline form for the pilots head while 5 is a wing type radiator countersunk into the bottom surface of the wing. 6 is the under cutaway surface of the wing for the view of the pilot on the side of his cockpit while 7 is the corresponding forward cuta way of the under surface of the wing: 8 the portion of the wing which carries over the fuselage in front and a little to each side of the pilots cockpit. 9 is the upper opening, Fig. 5, in the wing above the cockpit 10.

11 is the fuselage with an empennage similar to that shown in my copending application Serial No. 611,311, but omitted herein. 12 is the spinner which forms the forward end of the fuselage and surrounds the propeller 13. 14 is the bottom of the fuselage which may or may not be shaped especially to conform to the retracted pontoon.

15 is the pontoon with a collapsible upper portion 16 and a rigid bottom portion 17; 18 is the outer wall or skin of the collapsible pontoon portion 16 and preferably is of elastic material three or four ply and is a continuous envelope having various compartments 19--202122-2324 each separated from each other by elastic bulkheads 25. stiffening material is inserted into the wall 18 in a Well known manner so that when released from the tension due to the pontoon inflation it will tend to fold into pleats shown at 26 in Fig. 2. 27 is the place of attachment of the wall 18 to the rigid or bottom portion of the pontoon and as clearly illustrated 18 has a lip or pleat which is securely held to the pontoon by the head 28. 29 is an air vent to the pontoon step through both upper and lower pontoon portions and 30 is a trunk line through the pontoon for inflating the various compartments of the collapsible portion.

31 is an individual tube for inflating one of the said compartments and each Such tube has a corresponding valve 31 which opens or closes that tube relative the compression tank 32 which is filled with compressed air by either or both the air scoop 33 or the compressed air tank 34. The air scoop door has accordion pleated sides and can be locked in air tight position by the wedge lock 35 after being closed by control 36, while the valve 37 regulates the flow of air from tank 34. 38 is a, valve for deflating the pontoon through lowering the pressure in tank 32. r

39 is a rubber pocket cover for the retracting and bracing struts 40 and 41, 39 is exaggerated in size for clearness in the drawings and functions to neatly close the crack between the struts and the upper portion of the pontoon and it will be noticed that 41 turns about 42 when actuated for retraction about axis 43. see Figs. 9 and 10; 44 is a. motor which may be driven by a secondary shaft from the aeroplane motor 45 (Fig. 3) or by hand or both. internally it contains reduction gear which increases its power to drive shaft 46 and is automatically operative to stop the retraction at apredetermined position: The retracting mechanism will be clearly understood from an inspection of the drawings the worm gear 47 being a means of holding the alighting pontoon safely in any extended position to which it is adjusted.

48 is a brace member of the fuselage structure and 49 is an alignment tube from one side of the fuselage to the other. 50 is a flexible drive coupling and 51 is a hand lever to regulate the motor 44 for up or down movement of the pontoon: the said motor contains at- 52 a coil spring adapted to store energy during the retraction of the pontoon to subsequently extend the same.

extended position also makes it difficult to maneuver the aeroplane or seaplane in flight and for this reason Navy planes are regarded as less capable fighters than Army planes, but with my improvement herein disclosed it will be possible to open a valve such as that shown at 38, Fig. 3 and the lowering of the pressure in tank 32 combined with the pressure from elastic cover 18 and elastic bulkheads 25 will expel the air from the sections 19-2021-222324 and deflate the upper portion of pontoon 15. this deflat on will be made the more positive by the retraction of the rigid portion 17 of the pontoon which can take place simultaneously therewith until the pontoon is snugly lo 'ated under the bottom portion 14 of the fuselage 11. It will be noticed that an aeroplane need not have a special bottom formed to accommodate portions of the pontoon but may have a complete streamline fuselage without involving the pontoon as a complementary part and by eliminating the rear frame or brace 40 wheels may be substituted at the forward ends of struts 40 and 41 for the pontoon attachment.

In order to extend and inflate the pontoon the pilot moves lever 51 which engages reduction gear within motor and drives shaft 46 to extend pontoon; at the same time lock 35 may be opened and scoop 33 in the slipstream of the propeller will quickly fill the sections of 16 through the small valves 31' and connecting tubes. Should one of the sections leak the valve to that particular section may be closed and thus no air wasted. After the pontoon is inflated by the scoop if additional pressure is desired the scoop door may be closed and locked and valve 37 may force compressed air into the compartments. \Ving-cnd pontoons such as those shown in my Patent 1.431.017 are used.

It will be noted that the combination of the wing radiator with the retracted collapsed pontoon produces a new result in flight never attained by employing these improvements seperately, since the suppression of the interference of either the radiator alone or that of. the extended pontoon would not give the even flow of air about the aeroplane wing attained by my new combination.

Another combination disclosed for the tirst time in this specification and of vast advantage during his pursuit of an enemy plane and unless he is provided with an arrangement such as herein shown so that bv a simple movement of his head he can see in all directions he will be subiect to death at the hands of an unseen enemy plane.

It will be noticed that the upper or forked end of the retracting strut 41 is located within the fuselage cover where it serves as an indicator of the position of the alighting gear.

Having thus described the operation of my invention I do not care to be limited to the particular arrangement of parts shown since the spirit and scope of my invention will cover various other arrangements.

IVhat I claim is:

1. In combination with an aeroplane a pontoon therefor having a rigid bottom portion divided into separate watertight compartments and provided with a hvdroplane step and a collapsible upper portion. said upper portion being inflatable and divided into separate compartments bv collapsible thwartship bulkhead and a collapsible air vent leading from the region of the said step through the said pontoon to an opening in the top thereof.

2. In combination with an aircraft a pontoon support therefor adapted to support said aircraft on the water and said pontoon provided with a rigid bottom and a collaps ble upper portion, said. upper portion divided into separate airtight compartments by both thwartship and fore and aft collapsible bulkheads and valves leading from a common reservoir to inflate each compartment independently of the other compartments.

3. In combination with an aeroplane a collapsible retractable floatation means spaced apart therefrom and including a rigid bottom portion and a collapsible upper portion. both upper and lower portions of the said pontoon provided with thwartship bu kheads and multiple pipe lines leading from a common reservoir adjacent the pilots cockpit through a trunk line into the rigid portion of the said pontoon and thence through several of the bulkheads of the said pontoon lower portion and one of the said pipe lines leading from the said trunk line into each compartment of the said upper pontoon portion.

4. In combination with an aeroplane fuselage apontoon spaced apart therefrom by braces, said pontoon provided with a collaps ble upper portion and a rigid bottom portion, the said upperportion provided with thwartship bulkheads and a small pipe line leading from between each set of bulkheads to a reservoir in the said fuselage and valves connected with the said reservoir to regulate the air circulation to each pipe line independently of the other pipe lines.

5. An aerofoil, provided with a pilots cockpit positioned between its central wingspars and attached atits'central part to an aeroplane fuselage and one of the said spars adapted adjacent the said fuselage to permit vision between its structural parts for the pilot of the said aeroplane and said aerofoil external covering partially removed fore and aft of the said spar.

6. In combination with an aeroplane a pontoon therefor having a rigid bottom portion provided with separate watertight compartments and a collapsible upper portion provided with c-ollasible separate watertight 'comartments. means to retract the said pontoon under the said aeroplane. a

' trunk line of small air feed lines from the said aeroplane through thwartship bulkheads in the rigid portion of the said pontoon.

7. In combination with an aeroplane a relatively thick internally trussed aerofoil, a pilots position in the central portion of said aerofoil between the main. and rear wing spar thereof and the under side of said aerofoil surface tapering downwardly from the said pilot position.

8. In combination with an aeroplane fuselage a pontoon spaced apart from the said fuselage by braces extending from the under side portions of said fuselage to the rigid bottom portions of said pontoon, diagonal bracing between the aforementioned braces, the upper portion of said pontoon being of flexible construction and the said diagonal braces penetrating the upper flexible cover of the pontoon through an air tight cover.

9. In combination with collapsible flotation means for aircraft a pontoon spaced apart from said aircraft by struts and the said struts penetrating the upper skin of the said pontoon and being secured to the said pontoon below the said upper skin thereof.

10. In combination with an aeroplane pontoon, struts spacing the aeroplane and pon toon apart, journalled attachments for the lower ends of the said struts within the external cover of the said pontoon and a thin watertight cover surrounding the entrance of the said struts into the pontoon.

11. The combination in an aeroplane of a pilots compartment formed withinacentral portion of the aeroplanes body and wing, adjacent the union of the two latter and intinuous connection alon eluding accommodation for the said pilots body within the said aeroplane body and accommodation for the said pilots head within the said wing and means to see through the lower portions of the said wing adjacent the said body.

12. In combination with a hydroaeroplane a ntoon therefor havinga rigid portion and a collapsible portion, a bulkhead dividing the said rigid portion into separate compartments and one of its edges continuousl extending along a line adjacent the said col apsible portion, and a bulkhead for the said collapsible portion having a conthe said line so that one of the said strength to the other along the said line.

JAMES V. MARTIN.

ulkheads imparts 

